“Foz Do Rio Itajai” Region Pre-Feasibility Engeenering Study

THE WORLD BANK TERMS OF REFERENCE INTEGRATED TRANSPORT SYSTEM AT THE “FOZ DO RIO ITAJAI” REGION PRE-FEASIBILITY ENGEENERING STUDY

PROJECT BACKGROUND AND OBJECTIVES The Foz do Rio Itajaí Region is located in the State of Santa Catarina, Brazil, and comprises 11 municipalities (namely Balneário Camboriú, Balneário Piçarras, Bombinhas, Camboriú, Ilhota, Itajaí, Itapema, Luiz Alves, Navegantes, Penha and Porto Belo). With a year-round population of 680,000 people, the region’s inhabitants can reach more than 1.3 million in the peak season time due to seasonal touristic inflow. The region’s population has grown at 3.6 percent per year in the last five years, three times the Santa Catarina state average, and, by 2030, the year-round population is expected to reach 1.1 million inhabitants. The region functions as a metropolis with clear trip patterns between municipalities for jobs and leisure, with a number of total trips per day of 1.9 million in 2016, projected to grow to 3.7 million in 2030. The region currently lacks a quality and effective public transportation system connecting the population across the 11 municipalities. The lack of quality public transport options results in a very high automobile mode share, with 80% of trips made in private vehicles. Motorization rates are more than twice as large as the population growth, averaging 7.7 per cent per year in the last five years. The very high reliance on individual modes of transport generates high levels of traffic congestion, hinders air quality, and creates road safety hazards. In fact, road safety in the region is a particular concern. The State of Santa Catarina alone has a higher road traffic fatality rate than other states in Southern Brazil (23.4 per 100,000 inhabitants in 2015)1, a rate that is also higher than the average in Brazil. Currently, there are three intermunicipal bus operators servicing the municipalities: i) Viação Praiana (providing intermunicipal services among the municipalities of Itajaí, Balneário Camboriú, Itapema, Porto Belo, Bombinhas, Tijuca and Camboriú); ii) Viação Navegantes (providing intermunicipal services among the municipalities of Navegantes, Itajaí, Penha and Balneário Piçarras) and iii) Auto Viação Rainha (providing intermunicipal services among the municipalities of Luis Alves, Itajaí and Balneário Camboriú). The State Government of Santa Catarina grants and supervises these intermunicipal services Intra-municipal bus services operate in four of the participating cities (Balneário Camboriú, Camboriú, Navegantes and Itajaí). Additional public transport options in the region include a ferry-boat that connects two of the main cities, Itajaí to Navegantes. The service provides transport for pedestrians, bicycles, motorcycles, cars, and small and medium trucks; however, this service does not allow the crossing

1 Data source: DATASUS.

of intermunicipal buses. As a result, buses must divert 23-km on each journey to reach the next bridge. The ferry boat is a privately-operated service, under a state-issued touristic concession. To address the mobility challenges in the Foz do Rio Itajaí Region, AMFRI (Associação dos Municípios da Foz do Rio Itajaí), a not-for-profit entity created in 1973 that includes eleven municipalities as members, aims to implement a network of five Bus Rapid Transit (BRT) corridors and six priority bus lanes (Figure 1). This project would be a crucial step for the delivery of the region’s integrated mobility strategic plan, in order to improve public transport accessibility, road safety, and air quality, and to reduce traffic congestion. This project is expected to contribute to sustainable mobility through a significant increase in the share of public transport trips. Figure 1: BRT Project Proposal in the Foz do Rio Itajaí Region

Source: 2016 Mobility Plan — AMFRI The associated municipalities of AMFRI have constituted a multi-purpose intermunicipal consortium (CIM-AMFRI), which acts as a public authority for the 11 municipalities. The CIM- AMFRI was created with the mission of implementing strategic projects that require strong regional coordination. CIM-AMFRI was delegated the right to manage and implement transport projects on behalf of its consortium members. CIM-AMFRI is expected to execute the BRT Project, which will consist in the implementation of a greenfield Bus Rapid Transport system that is expected to provide service that supports 525,000 passenger trips per day by 2030. The Project includes the implementation of five BRT corridors (49km, 87 stations) between (i) Navegantes—Itajaí, (ii) Itajaí—Balneário Camboriú; (iii) Balneário Camboriú—Camboriú, (iv) Itapema—Porto Belo, and (v) Penha—Navegantes, and six

bus priority lines. Investments encompass equipment for a new integrated ticketing system, new pavements and a bridge between Itajaí and Navegantes, installation of priority lanes, traffic signaling for road safety, environmentally-friendly bus fleets, new terminals and platforms. In 2016, AMFRI developed an integrated mobility pan that included early technical studies of demand, engineering and costing. The conclusions of such analysis reflect the view that a coordinated BRT network in the Foz do Rio Itajaí Region will overcome transport and environmental challenges that have accompanied the development of the region. In partnership with the World Bank Group (WBG), AMFRI is now looking to carry out a refined pre-feasibility analysis, informed by the earlier technical studies. The refined pre- feasibility analysis includes an engineering study, with the objective to: i) review and validate existing engineering studies, ii) further develop the preliminary project design, iii) estimate capital and operational costs; and iv) provide technical recommendations for the subsequent phase.

SCOPE OF WORK AMFRI has developed a preliminary conceptual engineering design for the 5 Bus Rapid Transit (BRT) and 6 Priority Service (PS) lines, including preliminary alignment, operational scheme, station and terminal design, drainage, 5 bridges (reinforcement and/or new), pavement, signaling, interferences and expropriation. The following tasks will be part of the study: 2.1. Review of Existing Studies and Data The consultant shall review and validate existing data and preliminary technical studies by assessing their completeness, quality and relevance; shall identify inconsistencies and/or gaps; and the data needs for a subsequent project structuring phase. The available data will include road condition surveys, technical studies and documents provided by AMFRI and other authorities. This review should focus on the project specification, engineering and capex aspects, given that a separate pre-feasibility demand study will be carried out concurrently. Existing studies available as a reference include: (i) preliminary engineering assessment (civil works and rolling stock), which will be the focus of this task, (ii) demand study, containing current and estimated data for demand for public transport, iii) feasibility study, containing capex and opex reference points. 2.2. Preliminary Project Design The consultant shall review and further develop the preliminary project design, providing an assessment of the BRT system elements that are needed at pre-feasibility, with a focus on reviewing on the five BRT corridors: (i) Navegantes — Itajaí, (ii) Itajaí — Balneário Camboriú; (iii) Balneário Camboriú — Camboriú, (iv) Itapema — Porto Belo, and (v) Penha — Navegantes, and the bus priority lines. For each BRT corridor and bus priority line, the project design must consider the physical and operational feasibility reflecting right-of-way configuration, junctions, stations, terminals, side of

the dedicated bus lanes, areas along in which the buses will operate in mixed-traffic, among others. The design should detail the following aspects: i. Consider demand forecasts for each of the BRT corridors and priority lanes to inform the BRT design, ensuring that the design provides the optimal capacity, avoiding infrastructure that is overly expensive and consumes too much right-of way that may be otherwise used for footpaths, bike lanes, or private vehicles, but also avoiding a design that will lead to overcrowded stations and low bus speeds. ii. Assess alternative right of way for the BRT corridors and priority lanes with the objective of minimizing, to the greatest extent possible, social impacts and expropriation costs due to road widening. The consultant shall verify the compatibility of the right of way with municipal planning agencies, ensuring that there are no conflicts with other infrastructure plans being considered. iii. Assess river crossing alternatives for the BRT corridor between Itajaí and Navegantes. In particular, the study must provide a high-level assessment of the infrastructure and engineering needs to build a bridge between these two municipalities and assess the impact it may have on the Port of Itajaí (in and out vessel traffic) and the Airport of Navegantes. For the Port and Airport, the consultant must take into account any potential expansion plans and future expected demand, as well as the impact of the expansion on the BRT project. i. Assess the needs for any additional bridge, tunnel, overpass, underpass, or elevated busway support along the five BRT corridors and bus priority lines. ii. Determined the adequacy of remaining engineering designs, namely, pavement (assess the cost-benefit of using different solutions, e.g. flexible versus concrete, in the stops versus the entire network); drainage (given up to date hydrological data, considering climate changed trends); road signaling (both to address road safety aspects for vehicles and pedestrians and to allow for enforcement of bus-only lane operations). iii. Assess alternatives for BRT alignment and configuration, including median alignment and curbside alignment, as well as off-board or on-board fare collection, considering comfort and safety criteria. Aspects to be considered in this assessment include bus boarding and alighting volumes at stops, curbside activity, and road width. iv. Determine the potential to use solar panels as a source of electricity for BRT stations, including lightning, ticketing, surveillances, and other ITS elements. Consider the use of greenery and landscaping in stations and planting along BRT routes, for example, as a divider between the BRT system and other traffic lanes. 2.3. Concept Implementation Plan Develop an implementation plan for the proposed BRT project by 2030, providing a general timeline for implementation activities at a high-level. The plan should not delve into durations for

all detailed activities expected, but rather delineate umbrella activities will be represented with indicative timeframes, such as detailed project engineering/design, right-of-way acquisition, contractor procurement, construction, vehicle procurement, among others. 2.4. Cost Estimates The consultant shall estimate the capital costs (capex) of project delivery, covering all infrastructure, equipment, right of way and systems, and the operating costs (opex) of service provision based on the projected level of service in relation to the elements of capex maintenance (pavement, drainage, stations, etc). The cost analysis should include any expropriation costs after the definition of the right of way, indicating the methodology used to estimate such costs. The analysis should be prepared under different sets of cost assumptions covering a range from optimistic to very conservative, not limiting the analysis to existing standardized public price tables produced by official bodies but by using real life benchmarks for similar regions. The cost analysis must also be disaggregated for each of the five BRT corridors and for each of the six priority bus lane. All costing should be done at a level of detail consistent with the preliminary project design. An operating and maintenance cost model should be developed for the BRT based on accepted international practices, required labor and other resources, with costs that are representative for the Region. On the capital cost side, contingency factors consistent with a preliminary design level of detail should be applied at an appropriate level of disaggregation. The opex estimates should be developed using bottom-up approach, considering stations maintenance, pavement maintenance, cleaning, ticketing, and surveillance costs. 2.5. Technical recommendations for subsequent phase Based on the preliminary operation plan and other technical estimates cited on the previous items, the consultant will prepare the technical requirements for the next phase (feasibility). The document should include a brief description of the information found on the current analysis and pave the way for the next phase by informing the data that needs to be further analyzed, and the topics that still need to be worked in order to obtain more reliable and accurate plan.

DELIVERABLES The consultant shall prepare each section of the study as described in the above task descriptions. The report shall be in Portuguese and translated to English language upon acceptance. Upon completion of a draft version of each task, the report, data, and terms of reference for subsequent stage will be made available in electronic copies. All draft reports will be subject to timely reviews by the WBG with the support of AMFRI. The Consultant shall prepare an Inception Report with the “Review of Existing Studies and Data which would be submitted to the Client within one month of the start of the assignment”. It should include a proposed Information, Consultation and Participation Plan.

For each of the tasks described in the scope of work, the consultant shall provide the following deliverables: 1- Reports structured around the outline described in the scope of work (2.1-2.5). 2- All data, shape files, maps, models, and all other files should be shared in source format. 3- A summary report with the conclusions of the study and the technical recommendations for subsequent phase. The reports will be reviewed by the project manager and must meet the TOR requirements, the content must reflect the appropriate depth and expertise levels for the assignment, and the firm must provide all background findings, surveys, data analysis, and other supporting information.

PROJECT TIMELINE The schedule of implementation of deliverables is as below. The delivery dates will be the last business day of the month the report is due. Table 1: Deliverable Timeline June July August September October Reports 2019 2019 2019 2019 2019 Inception Report X Assessment of Preliminary Project X X Design Concept Implementation Plan X X Cost Estimates X X X Summary report and technical X recommendations

The Consultant shall plan for visits to the field in a manner that is compatible to the scope. It is expected that the Consultant will be readily available to travel to the site to collect field data if necessary, and to present partial and final results. The Consultant is also expected to have full capabilities to conduct virtual meetings with the WBG team and AMFRI.

CONSULTANT SELECTION The Consultant is expected to have strong qualifications in the implementation of BRT engineering studies. Indicative qualifications for core study experts are as follows: • Team Leader. At least 10 years of experience in managing teams for the design of BRT projects. International experience is desirable.

• Road/bridges specialist. At least 10 years of experience in designing roads/BRT and bridge projects within urban areas. • Pavement specialist. At least 10 years of experience in specifying pavement for roads/BRT projects within urban areas. • Port specialist. At least 15 years of experience in Ports operation and design. The Consultant to be selected will be the one considered to have the best combination of technical proposal and financial proposal within the budget limit of US$ 70,000. The technical proposal will be assessed on the basis of (a) the proposed work plan, (b) staff qualifications, and (c) prior experience in similar assignments.

ADMINISTRATION The client for this study is the WBG, with the technical support of AMFRI. The WBG and AMFRI will designate a study coordinator to provide technical guidance to the consultants on the conduct of the study. Copy of existing studies, data and models developed by AMFRI, and additional reference material available for carrying out the analysis will be provided by the client.

DATA CONFIDENTIALITY The consultant agrees to handle all data in a strictly confidential manner. Any material created in the fulfillment of this contract, including documents, data, or other proprietary rights in and to the work will fall under the exclusive ownership of the WBG. This material may not be disclosed publicly or to third parties without the prior written consent of the WBG. Furthermore, disclosure of information must be in line with any data sharing agreements between the WBG and its clients or partners, and with the data sharing policies of the WBG.